FLIGHT International, IS February 1973
The first of 28 Advanced 727-200s left, are now being delivered to
Delta, which has another 14 on option. The first 28 aircraft will be
delivered in the next year and a half. Right, the CF6-50 installation
in the 747 features a three-quarter-length cowl. General Electric will
be responsible for the entire engine "package," including thrust-
reverse rs
Pratt & Whitney and Boeing have now withdrawn their
claims against each other over the performance of the
P & W JT9D-3A, and Pratt & Whitney has announced
that it will develop an engine known as the JT9D-70,
capable of producing up to 60,0001b, 267kN of thrust.
Boeing will offer this engine on the 747 from late 1975.
General Electric is offering Seaboard World a very attrac
tive support package. Boeing has been actively promoting
the CF6, and is determined to launch it even with one
aircraft for one airline. It would enable the 747 to be
flown at an 800,0001b, 362,900kg gross weight, for which
the structure is already certificated—an increase of
25,0001b, 11,350kg over the present gross weight. Of this
increase, two-thirds could be payload, or it could enable
fuel for an extra 400 n.m. of range to be carried. The
weight increase could allow an airline such as Aerolineas
Argentinas to fly Buenos Aires-Madrid with a full load
of freight, instead of being limited to the full passenger
load only. At the moment the CF6 has a 3 per cent to
4 per cent lower s.f.c. than the JT9D, according to Boeing.
The JT9D-7 is, however, regarded by the company as the
most reliable aero engine ever.
The first CF6s are being delivered to Seattle this month
and will be fitted to the 747 prototype during March. The
aircraft should fly on July 5. A 152hr flight-test programme
is planned for the prototype, plus 70hr on the first pro
duction aircraft, and CF6-powered 747s could go into
service in the third quarter of 1974. Flight-testing of the
prototype installation should be complete by November 15
this year. The systems modifications required in the air
craft are small, but the prospect of airlines retrospectively
fitting CF6s is considered unlikely. Boeing sees no reason
why the BB.211 should not go into the 747—the British
Minister for Aerospace, Mr Michael Heseltine, talked to
Boeing about the suitability of the 45,0001b, 200kN-thrust
BB.211-24 when he was in Seattle recently. The standard
42,0001b, 187kN-thrust BB.211 would be suitable for the
747SR.
Boeing is still confident of selling the 747SR to All
Nippon (despite its TriStar order) for use on Japanese
trunk routes by 1975-76. There are four firm sales to JAL
EQUIVALENT-APPEAL CONFIGURATIONS
747 (nine-abreast seating, 34in pitch) and standard-body aircraft (with new
interior, five-abreast seating, with fold-down centre seat in the triple,
36in pitch).
747 (nine-abreast seating, 34in pitch) and standard-body aircraft (with new
interior, two-plus-two seating, 36in pitch).
747 (nine-abreast seating, 36in pitch) and standard-body aircraft (with new
interior, five-abreast seating, with fold-down centre seat in the triple,
38in pitch).
747 (nine-abreast, 36in pitch) and standard-body aircraft (with new interior,
two-plus-two seating, 38in pitch.)
Source: Boeing market research
PERCENT'
SO
60
40
20
0
<
SCHEDULE TOLERANCE
\ k\ y
•P m
1*
RCENT OF PASSENGERS '
LLING TO RESCHEDULE TO
.YON THE AIRPLANE
DICATED
1 1
1 1
-747 (36" PITCH)
1 1 1 — 747 134'PITCHI
1 1 1 ^6-ACROSS STD. JET
' P6" PITCH!
6 ACROSS STD.
(34" PITCH)
JET
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INT ERIO
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HOURS
IS
0
and 16 options involving money. About 20 aircraft should
be enough for the airline until 1980, but Boeing has hopes
of selling another 20 to the other Japanese airlines. With
the increased reliability of the JT9D, the JAL 747SRs are
now being offered with their full thrust rating, instead
of being derated. The high rating, combined with a
typical gross weight of 573,0001b, 260,000kg, should pro
duce a high rate of climb and thus low noise.
Boeing says there are now 50 city pairs worldwide big
enough to support the SR, but the Los Angeles-San
Francisco sector is no longer such a good prospect because
of route proliferation—the traffic now flying between
several airports in the vicinity of the two cities. Sales of
100 747SRs are possible, according to Boeing. The first
production aircraft is due to fly in November and to be
delivered in December. Full details of this extended-life,
527-passenger version of the 747 were given in Flight for
November 9, page 635. A 600,0001b, 272,160kg gross weight,
834-passenger, double-deck SR is still regarded as a long-
term possibility. Boeing is again talking about 800 747
sales ultimately, and points out that, in addition to.civil
demand, the US Air Force has about 880 KC-135 tankers
which will need to be replaced at some time.
The first convertible 747 for World Airways is due to be
rolled out this month, and there is said to be considerable
interest among US domestic carriers in fitting the large
side-loading freight door (which is already built in mock-up
form) to their existing 747s. Boeing thinks it could sell
100 freighters and convertibles by 1982—mainly for use
on the North Atlantic and the Pacific.
For the past 212 years Boeing has been focusing its
attention on passenger reaction to different interiors.
Before 1970, the company believed the wide-body types
would drive standard-body aircraft out of the major
markets. That view is no longer held.
There are three categories of passenger preference
identified by Boeing: the schedule-related choice
(which dominates the short-haul market); the liking
for a particular airline; and that for the more comfortable
interior—the latter being more important on longer flights.
Turning to aircraft preferences, these, says Boeing, are
based on good cabin service, comfortable seats, spacious
'interiors, tasteful decor and ample storage space. Boeing
considers these factors to be largely independent of body
diameter and claims that in some markets the 727-200
(with the new interior) is doing better than the DC-10 in
head-on competition, because the offered frequency of
service is higher and comfort is comparable.
Passengers are attracted by the amount of personal
space and mobility an aircraft affords them. Wide-body
aircraft have an inherent advantage over standard-body
types, since their larger body diameters give the pas
sengers greater head* clearance and a more spacious
environment—all other things being equal. But all other
things are not necessarily equal, says Boeing. Thus a
standard-body aircraft with either five-across seats or
triple seats with fold-down centre seats, and two additional
inches of pitch (plus a new interior) will match the appeal
of wide-body aircraft. Both five-across and fold-down seats
give passengers seat widths equal to or better than those
of wide-body aircraft, according to the company. •